History of Flight
On July 8, 2023, at approximately 0941 central daylight time, a Piper PA-30, registration N4743M, was substantially damaged when it struck terrain near Sherman, Texas. The pilot, the sole occupant, sustained fatal injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
According to automatic dependent surveillance-broadcast (ADS-B) data, the airplane departed Aero Country Airport (T31) in McKinney, Texas, at 0902, en route to Sherman Municipal Airport (SWI) at an altitude of about 5,000 ft mean sea level (msl). At 0919:20, while maintaining a northerly heading toward SWI, the right engine's fuel flow fluctuated for approximately 15 seconds. At 0919:55, the left engine's fuel flow rapidly dropped to zero, accompanied by decreases in cylinder head and exhaust gas temperatures.
At 0921:55, about 6 miles southeast of SWI, the airplane initiated a right orbit and then began a shallow descent on an easterly heading, departing from the intended destination. Around 0926, the left engine's fuel flow briefly increased before dropping to zero for the remainder of the flight. The airplane continued a shallow descent on easterly and northeasterly headings. About 0931, approximately 13 miles east of SWI, the airplane turned left and proceeded on westerly and southwesterly headings while continuing its descent. The last ADS-B data, at approximately 0941, recorded the airplane at 61 knots and below 100 ft above ground level, about 250 ft northeast of the accident site. During the final four seconds of data, the airplane turned left approximately 40°.
Aircraft Information
The Piper PA-30 is equipped with four integral fuel cells located in the leading edges of the wings. The two main cells have a capacity of 30 gallons each (27 usable), and the two auxiliary cells hold 15 gallons each (all usable). Wingtip tanks, each with a 15-gallon capacity, are connected to the adjacent auxiliary cells. Fuel selector valves for each engine allow fuel to be drawn from any cell, with positions including main, auxiliary, crossfeed, and off. The left and right selector handles rotate in opposite directions.
Wreckage and Impact
The airplane impacted a field on a southwest heading and came to rest upright approximately 50 ft beyond the initial impact crater. Both propellers were buried in soft soil near the crater, exhibiting minimal scoring or rotational energy, with blades near the low pitch stop and not feathered. The forward fuselage was crushed in a manner consistent with a nose-down impact. The landing gear and flaps were retracted. No anomalies were found in the flight control system.
Fuel recovery yielded about 9 gallons from the left main cell, 11 gallons from the left auxiliary cell, 9 gallons from the right main cell, and 3 gallons from the right auxiliary cell. No fuel was recovered from either wingtip tank. Both electric fuel pump switches were in the on position. The fuel filler caps showed no wear or damage, and rubber seals were intact.
The left fuel selector handle was found in the off position; the right handle was in the main tank position. Fuel sampled from the left selector contained a minimal flake of corrosion and did not react with water-finding paste. Fuel from the right selector showed multiple rust flakes and a bead of water, and drained very slowly. Disassembly of the right fuel selector revealed rust and water partially blocking the filter elements. Low air pressure testing indicated partial blockage to the right auxiliary tank port, with air passing through that port when the handle was in either the off or main tank position. The handle was difficult to move and produced a grinding sound when turned.
Both engines were examined, showing normal crankshaft rotation and suction/compression from all cylinders. Magnetos produced sparks at all posts when rotated. The left engine servo fuel screen was clear of debris; the right engine screen contained rust particles but was not blocked.
Medical and Pathological Information
An autopsy conducted by the Southwestern Institute of Forensic Sciences determined the cause of death to be blunt force injuries. Toxicological testing by the FAA detected diphenhydramine in urine and at 70 ng/mL in cavity blood. Diphenhydramine is a sedating antihistamine commonly found in over-the-counter sleep aids and allergy medications, known to cause cognitive and psychomotor impairment. The FAA advises against flying within 60 hours of use. However, diphenhydramine concentrations in postmortem cavity blood cannot be directly compared to living individuals due to potential postmortem redistribution. Additionally, tadalafil, yohimbine, tamsulosin, and acetaminophen were detected. No alcohol was found in cavity blood.